System and method for idle mitigation on a utility truck with an electrically isolated hydraulically controlled aerial work platform

ABSTRACT

An idle mitigation system for a bucket truck which includes an alternate source of power for the vehicle air conditioner which is coupled to the hydraulic system of the bucket truck which hydraulic system is alternately powered by an electric motor which, when run in reverse, can charge batteries.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application is a continuation application of thenon-provisional patent application having Ser. No. 15/700,301 filed onSep. 11, 2017, which non-provisional application claims the benefit ofthe filing date of provisional patent application having Ser. No.62/385,350 filed on Sep. 9, 2016 by the same inventor, and theprovisional application having Ser. No. 62/396,452 filed on Sep. 19,2016, which applications are incorporated herein in their entirety bythis reference.

FIELD OF THE INVENTION

The present invention generally relates to utility bucket trucks withinsulated aerial work platforms, and more particularly relates to idlemitigation systems for use on insulated bucket trucks with hydraulicin-the-bucket controls.

BACKGROUND OF THE INVENTION

In the electrical and telecommunications industries, elevated workplatforms (EWPs), such as aerial devices, are commonly used to positionpersonnel for work on utility lines, utility poles, transformers, andother elevated equipment.

Such devices are also used for a range of other applications such astree trimming, photography, and street and spotlight maintenance. Thesedevices typically include a telescoping and/or articulating boom mountedon a truck bed or otherwise supported by a vehicle chassis. Apersonnel-carrying platform, also referred to as a bucket or basket,(which is often electrically isolated from the ground to protect theoccupant from electrocution) is attached to a portion of the boom distalthe vehicle chassis (i.e., the boom tip). Using a control interfacelocated at the platform, for example, an operator may adjust therotation, extension and articulation of the boom to best position theplatform for access to a work site.

These trucks typically have a low duty cycle of hydraulic usage during awork day.

To preserve the ability to have full on demand access to hydraulicsand/or air conditioning, these trucks are often left idling much of theday.

These trucks are often left idling much of the day to provide cabincomfort such as air conditioning.

Grip idle management system is an off-the-shelf system that is wellknown in the art and is effective in some applications.

U.S. Pat. No. 9,216,628 provides an idle management system whichrequires two air conditioning compressors and a need to tap into therefrigerant lines in the vehicles air conditioning system.

Consequently, there is a need for improved air conditioned and idlemanaged trucks with on-demand hydraulics.

SUMMARY OF THE INVENTION

It is an object of the present invention to provide alternative cabcomfort operation when the engine is off without the need for a secondair conditioning compressor and the need to tap into the vehiclesrefrigerant lines.

It is a feature of the present invention to include an alternate sourceof rotary power for driving an air conditioning compressor.

It is an advantage of the present invention to not require two airconditioning compressors and a need to tap into the refrigerant lines inthe vehicles air conditioning system.

It is another object of the present invention to add the ability toprovide increased rates of charging of a battery for auxiliaryhydraulics and air conditioning without significant additional expense.

It is another feature of the present invention to utilize components ofthe alternate source for rotary power to drive the air conditioningcompressor to charge the battery for the auxiliary hydraulics and theauxiliary air conditioning.

It is another advantage to reduce costs of an additional rapid chargingcapability.

It is still another object of the present invention to provide automaticoperator initiation vehicle engine start-up commands without theaddition of new communication equipment in the bucket.

It is still another feature to use a sensed increase in hydraulicpressure at the truck to determine that an engine start is needed.

It is still another advantage to avoid the need of adding RF or fiberoptic communication equipment in the bucket.

It is yet another object of the present invention to improve consistencyof hydraulic performance during times when vehicle engine istransitioning between off and on operational states.

It is yet another feature to provide increased pressure sensing andregulating capabilities for the hydraulic lines.

It is yet another advantage to improve safety by providing hydraulicbucket controls which are smooth and consistent during engine transitionstages.

It is a further object of the present invention to reduce cost of anidle management system for air conditioned bucket trucks.

It is a further feature of the present invention to provide forprioritized timely sharing of auxiliary drive power for hydraulics andair conditioning.

It is a further advantage to eliminate the need for a separate electricmotor to drive the auxiliary hydraulic pump and the auxiliary drive forthe air conditioning compressor.

It is even a further object of the present invention to improveefficiency of an idle management system.

It is even a further object of the present invention to utilizeoperator-in-the-cab detection information and operator-in-the-bucketdetection information.

It is even a further advantage of the present invention to automaticallyadjust commanded inside cabin temperature when an operator is detectedin the bucket and not in the cab.

The present invention is designed to achieve the above-mentionedobjects, include the previously stated features, and provide theaforementioned advantages.

The present invention is carried out in a dual air conditioningcompressor-less system in the sense that only a single air conditioningcompressor is required.

The present invention is carried out in a dual alternator-less system inthe sense that an alternate source of charging batteries for theauxiliary hydraulics system and the auxiliary air condition system isaccomplished without the need to add an additional alternator to thevehicle.

The present invention includes:

A method associated with an idle managed and air conditionedtruck-mounted aerial work platform, the method comprising the steps of:

-   -   providing a first source of rotary power for driving an air        conditioning compressor, where said first source of rotary power        has a first connection with an engine of a vehicle;    -   providing a second source of rotary power for driving the air        conditioning compressor on the vehicle;    -   driving a hydraulic pressure generator which has a first        electrical connection to a source of stored electric energy;    -   causing said second source of rotary power for driving the air        conditioning compressor to drive said air conditioning        compressor when said first source of rotary power for driving        the air conditioning compressor is unavailable; and    -   said second source of rotary power for driving said air        conditioning compressor is configured to utilize said first        source of rotary power for driving the air conditioning        compressor, when said engine of the vehicle is running, to        charge said source of stored electric energy.

The present invention also includes:

A method associated with an idle managed and air conditionedtruck-mounted aerial work platform, the method comprising the steps of:

-   -   providing a first source of rotary power for driving an air        conditioning compressor, where said first source of rotary power        has a first connection with an engine of a vehicle;    -   providing a second source of rotary power for driving the air        conditioning compressor on the vehicle;    -   driving a hydraulic pressure generator which has a first        electrical connection to a source of stored electric energy;    -   causing said second source of rotary power for driving the air        conditioning compressor to drive said air conditioning        compressor when said first source of rotary power for driving        the air conditioning compressor is unavailable; and    -   said second source of rotary power for driving said air        conditioning compressor is configured to utilize said first        source of rotary power for driving the air conditioning        compressor, when said engine of the vehicle is running, to        charge said source of stored electric energy.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of a system of the present invention.

FIG. 2 is a simplified schematic diagram of a data communicationrelationship and operational logic configuration which could be usedwith a system as shown in FIG. 1 .

FIG. 3 is an additional depiction of an operational configuration of anembodiment of the present invention.

FIG. 4 is an additional depiction of an operational configuration of anembodiment of the present invention which relates to temperature of abattery during a charging process.

FIG. 5 is an additional depiction of an operational configuration of anembodiment of the present invention relating to control of restartingafter a shutdown.

FIG. 6 is a schematic representation of an alternate rapid rechargingembodiment of the present invention.

FIG. 7 is a schematic representation of a portion of the presentinvention shown in FIG. 6 but with a first fluid flow path.

FIG. 8 is a schematic representation of the same portion as shown inFIG. 7 but with a second fluid flow path.

FIG. 9 is a more detailed schematic representation of hydraulic portionsof the present invention.

FIG. 10 is a detailed schematic view of a battery management system ofthe present invention, which provides information including safetyinformation for a particular embodiment of the present invention.

FIG. 11 is a detailed schematic representation which relates to desiredcab temperatures based upon operator presence in the cab.

FIG. 12 is a spatial representation of the proper orientations of FIGS.12A-12C which are in combination an overall decision matrix on how thepresent invention could be made to operate.

FIGS. 13-38 are schematic representations of operation parameters of thepresent invention.

FIGS. 39-42 show representations of an actual implementation of portionsof the present invention.

FIG. 43 represents the bucket truck of the present invention.

FIGS. 44-45 show tables for additional duty cycle information.

DETAILED DESCRIPTION OF THE INVENTION

Now referring to the drawings, wherein like numerals refer to likestructure shown in the drawings and text included in the applicationthroughout. The description below is directed to hydraulicallycontrolled and air conditioned bucket trucks but the benefits of thepresent invention are applicable to vehicles which are equipped withon-demand hydraulics which are not bucket trucks and to air conditionedvehicles of all types. The following detailed description is intended tobe an example of the many possible uses for the present invention. Theinvention described in detail below is for the purpose of illustration,it is to be understood that such detail is solely for that purpose andthat variations can be made therein by those of ordinary skill in theart without departing from the spirit and scope of the invention asdefined by the following claims, including all equivalents thereof.

The present invention in one embodiment is a bucket truck as shown inFIG. 43 which is built on a commercially available truck chassis such asa Dodge 5500 but any appropriate truck chassis could be used. In thepast, it has been well known to start the manufacture of a bucket truckwith such a factory built road-ready vehicle. Many components such asthe boom and the bucket have been added to the OEM chassis to make afinished bucket truck.

Now referring to FIG. 1 , there is shown a schematic representation of aportion of the present invention. The upper right portion of this figureis the preferably unchanged OEM truck air conditioning system 10.Immediately below this is a representation of more unchanged OEM truckcomponents but also mixed with new components. In one embodiment, thefollowing components below the system 10 in the figure are unchanged OEMcomponents: 20, 22, 24, 26, 28, 40, and 13. Everything in the figure tothe left of the air conditioning compressor 152 is not a part of the OEMchassis except for the following components: 40 (however it could beordered with the chassis). Note that tank 126 is included not with thechassis but with what is found in other hydraulic bucket trucks.

The present invention may begin with the OEM chassis with a commerciallyavailable idle management system having been added to it such as onemade by grip idle management.

The present invention attempts to provide the operator in the bucket, ata time when the engine 20 is not running, with the ability to initiatethe operation of the hydraulic controls 42 in the bucket by merelygrasping them and manipulating them in the normal manner for operationof these controls. To accomplish this ability when the engine 20 andtherefore the PTO pump 40 are not running, an electric auxiliaryhydraulic pump 120 is included which provides hydraulic pressure to thepressure lines 42 of the hydraulic system which would run to and fromthe hand controls in the bucket. In a prior art bucket truck, the PTOpump 40 would be coupled directly to lines 42 and would provide theneeded hydraulic pressure and flow to the bucket to provide typicalfunctions when the engine is running.

In the present invention, the auxiliary hydraulic pump 120 is used toprovide hydraulic pressure together with electric motor 110, andcontrollers 130 and 134. In general, the pressure transducers 121 and124 detect when the PTO 40 is off and a demand is applied to the systemthrough the system 42 (e.g. manipulation of the control handles in thebucket). A more thorough understanding of the hydraulic portions of thepresent invention can be achieved by utilizing details shown in FIG. 9 .The capacity of the auxiliary battery 162 limits the amount of time thatthe electric motor can run without being recharged. See FIG. 10 for moredetails on battery.

Returning now to FIG. 1 , when it is necessary to turn the engine 20back on, the transition needs to be made so that the operator in thebucket truck does not experience problems with lag or excess flow, etc.(lag or overspeed of the boom). The transition could function asfollows: When the engine 20 is deactivated by the idle managementfunctions, the mechanical PTO pump 40 is deactivated while the auxiliarypump 120 is in standby mode.

This provides the system with low flow—low pressure. When the operatordemands movement by activating the hydraulic valves 42, a load isdetected by an increase in the pressure of the working fluid by pressuretransducer 121. The controllers 130 and 134 of the system signals theelectric motor 110 to provide maximum flow. The auxiliary pump 120 isthen responsible for full movement and a signal is sent via line 135,controller 136 and a line to the engine 20 to start. During thistransition, the engine responds and achieves designated RPM, themechanical PTO 40 is activated and provides an additional flow. Bymonitoring the pressures (121 and 124) of the mechanical PTO 40 andauxiliary pump 120, the system then signals the electric motor 110,which causes the auxiliary pump 120 to deactivate so the boom speed ismaintained.

Consequences of shutting the auxiliary pump 120 off too early or lateare a change in boom speed. Testing shows the auxiliary pump 120 needsto be deactivated within 50 milliseconds. Too late and the boom overspeeds, too early and the boom movement lags.

The engine 20 will initialize shutdown upon two conditions—a load is notdetected 124 in the working fluid and the predetermined engine run timehas exceeded. If no load is detected, the engine 20 is shutdown with thegoal of reducing idle time. If a load is detected 124 while the engine20 is being deactivated, the controller is triggered by a percentage ofthe prior engine speed and detection of a pressure greater than the lowstate pressure created by the mechanical PTO. The auxiliary pump isactivated and is responsible for full flow of the working fluid.

The percentage drop in RPM before the system responds is roughly 4%. Thesystem needs to respond to roughly 5% change in low state pressure. Thisprovides an adequate response for the pump to build the pressure andflow required.

Now referring to FIG. 2 , there is shown detail relating to the standbyand operational speeds of the electric motor (110). Based on PTO pumppressure (123) and ePump Pressure (121) will determine the state of theelectric motor for motor speed low (110), motor speed high (110). If themotor speed (110) and ePump Pressure (121) meet the criteria, the truckengine will start (136) and the electric pump speed will change to “off”based on the PTO pump pressure (124). The truck engine can also bestarted (136) when the Ba:MD3[0] (162) falls below the low battery level(141).

Now referring to FIG. 3 , there is shown details relating to thecharging rates of rated torque (110) and actual velocity (110) can bevaried to change to the charging rate of the electric motor. Invertertemp (134) and battery voltage (162) are monitored to ensure safecharging conditions.

Now referring to FIG. 4 , there is shown a representation of factorsinvolved in regulating charging of a battery based upon temperature ofthat battery.

Now referring to FIG. 5 , there is shown a representation of factorsincluding dwell time involved in controlling restarting the engine aftera shut down.

During times that the engine 20 is off, the auxiliary batterycontrollers 130 and 134 drive the electric motor 110 which hasmechanical connection to BOTH the auxiliary hydraulic pump 120 and thehydraulic motor 100, which the three in combination can be viewed as atandem hydraulic pump 125. This eliminates the need for a separateelectric motor for auxiliary hydraulics and auxiliary air conditioning.An air conditioning compressor clutch 150 which couples the mechanicalrotary power being supplied to the air conditioning compressor 11 fromthe normal belt 24 in the vehicle air conditioning system to the belt151 and pulley driven alternately by the electric motor 110.

This configuration allows for operation of the air conditioning systemwithout the need for changing anything in the vehicle air conditioningrefrigerant system including items 11-16.

Now referring to FIG. 6 , there is shown an alternate version of thepresent invention which provides for the ability to charge and/orincrease the rate of charging the auxiliary battery 162 without usingcapacity from the alternator 40 and/or without the need to add anadditional alternator. Instead, the electric motor 110 is drivenbackwards to generate a DC charging current to the auxiliary battery162.

The electric motor 110 is driven backward when the vehicle engine 20 isrunning and the air conditioning compressor 17 is turning and the motorclutch 150 is engaged causing the hydraulic motor/pump 127 to turn. Avalve 820 is included between the existing tank 126 and the hydraulicpump 127, when closed the valve 820 blocks flow in one direction whilepermitting flow in the opposite direction. When the valve 820 is open,fluid is free to move in either direction.

The hydraulic pump 100 would be caused to turn in an opposite directionfrom the direction it turns when the auxiliary battery 162 is used toturn the air conditioning compressor 17. The hydraulic motor 100 thenturns the electric motor 110 and provides power for charging theauxiliary battery 162.

FIGS. 7 and 8 show the direction of flow around the fluid path definedby the pump 127, hydraulic motor 100 and valve 820. When the valve 820is closed, (FIG. 8 ) the direction of flow reverses and the hydraulicmotor 100 is turned in reverse. In FIG. 6 , there is shown a clutch 810between the electric motor 110 and the hydraulic pump 120 which, innormal operation of the idle management system is used to provide analternate source of hydraulic pressure for the PTO system of the vehicleduring engine off times. An electronic control line 800 to the clutch810 switches (on and off) the connection between the electric motor 110and the hydraulic pump 120. Also shown is an electronic control linefrom control 130 to valve 820.

The result is that without the need for another alternator, theauxiliary battery is charged at a much higher rate than in the originalsystem of FIG. 1 . The DC charger 163 and the connection to thealternator 40 could be left in place or removed.

FIGS. 9 and 10 are included to provide more specific details of aparticular embodiment of the invention as mentioned above.

Now referring to FIG. 11 , there is shown a detailed representationshowing that the auxiliary air conditioning system can be turned onbased on items 161, 150, 136, 125 and 20. Item 138 will vary the desiredtemperature setting based on the operator presence in the cab, bucket orin a certain proximity to the machine. Using this setting, difference incab temperatures can be adjusted to achieve the maximum operatorsatisfaction versus energy consumed to cool the cab.

Now referring to FIG. 12 , there is shown a spatial representation ofthe proper orientations of FIGS. 12A-12C, which are in combination anoverall decision matrix on how the present invention could be made tooperate.

Now referring to FIG. 13 , there is shown a schematic representation ofdetails relating to how “E-pump delay off” is used to determine when theelectric motor needs to shut down. This parameter is needed to keepconstant motion on the bucket to not over or under speed the boom sincethe total flow to the boom is a combination of the PTO pump and electricmotor/pump output.

Now referring to FIG. 14 , there is shown a schematic representation ofdetails relating to how “Air Conditioning Motor Speed High” is used todetermine the operational condition of the electric motor to match thedesired compressor speed used to cool the cab. This parameter is updatedin real time to maximize the overall cooling performance whileminimizing the energy consumed.

Now referring to FIG. 15 , there is shown a schematic representation ofdetails relating to how “Motor Speed High” is used to achieve thedesired output of the electric pump to match the boom performance of thePTO pump.

Now referring to FIG. 16 , there is shown a schematic representation ofdetails relating to how “Motor Speed Low” is used to determine thestandby speed to minimize the power consumption when the boom is not inuse. This speed must allow the pump to build pressure to ensure nonoticeable lag to the operator when boom functionality is required.

Now referring to FIG. 17 , there is shown a schematic representation ofdetails relating to how “High PSI kick in” is used and that when boomoperation is required, this parameter sets the requirement for when theelectric pump needs to be at operational speeds.

Now referring to FIG. 18 , there is shown a schematic representation ofdetails relating to actively monitoring the pressure output of theelectric motor.

Now referring to FIG. 19 , there is shown a schematic representation ofdetails relating to how “Start Motor” uses various inputs to determinewhen the auxiliary air conditioning or hybrid boom operation isrequired. This parameter also sets the condition when the motor shouldbe shutdown.

Now referring to FIG. 20 , there is shown a schematic representation ofdetails relating to how “Motor Speed” is taking various input todetermine if the operation or standby motor condition is required by theelectric motor.

Now referring to FIG. 21 , there is shown a schematic representation ofdetails relating to how “PTO Pump” is used to determine the conditionswhen the PTO pump is fully active and leading to the ability to shutdown or start up the electric motor.

Now referring to FIG. 22 , there is shown a schematic representation ofdetails relating to how “Run HP TMR” sets the requirement of how longthe pressure signal needs to be high before the system will respond, italso sets the requirement of when high pressure conditions should beignored.

Now referring to FIG. 23 , there is shown a schematic representation ofdetails relating to how “Motor Speed Command” is used to determine theappropriate “Speed Command” of the electric motor.

Now referring to FIG. 24 , there is shown a schematic representation ofdetails relating to how “Ok to Charge” is using inputs to determine ifthe system is in an acceptable condition to activate charging.

Now referring to FIG. 25 , there is shown a schematic representation ofdetails relating to how “Low Pressure Timer” is used to determine therequired time the system needs to see low pressure before it responds.

Now referring to FIG. 26 , there is shown a schematic representation ofdetails relating to how “E-pump off Run Time” is used to actively setthe desired time the system needs low pressure before the electric motorspeed is changed.

Now referring to FIG. 27 , there is shown a schematic representation ofdetails relating to how “Enable cab comfort” is used to determine theconditions when cab comfort operation is required.

Now referring to FIG. 28 , there is shown a schematic representation ofdetails relating to how “Node 2 Torque Scaled” is used to determine thedesired torque output of the electric motor, this can be adjusted todecrease power consumption.

Now referring to FIG. 29 , there is shown a schematic representation ofdetails relating to how “Node 2 Velocity Scaling” is used to set thevelocity to all positive since the system can run the electric motor inpositive or negative direction.

Now referring to FIG. 30 , there is shown a schematic representation ofdetails relating to how “Average Bat Temp (° F.)” is used to determinesafe operating or charging conditions of the battery.

Now referring to FIG. 31 , there is shown a schematic representation ofdetails relating to how “DC Charger enable IDC” enables the output toactivate the charging conditions.

Now referring to FIG. 32 , there is shown a schematic representation ofdetails relating to how “Engine hold at zero speed” holds the engine inthe off state for a determined time before it can be restarted.

Now referring to FIG. 33 , there is shown a schematic representation ofdetails relating to how “A/C high PSI tmr” is used to ensure safe startconditions when the air conditioning system pressure is below a certainthreshold.

Now referring to FIG. 34 , there is shown a schematic representation ofdetails relating to how “Min A/C PSI to start” is used to provide airconditioning compressor protection in the event of a system leak orfailure.

Now referring to FIG. 35 , there is shown a schematic representation ofdetails relating to how “Want cab Comfort IDC” is used to determine theauxiliary air conditioning operation based on the presence of anoperator.

Now referring to FIG. 36 , there is shown a schematic representation ofdetails relating to how “Run A/C” is used to activate or deactivate theauxiliary air conditioning system based on operational conditions if theengine is started or the system pressure is too high.

Now referring to FIG. 37 , there is shown a schematic representation ofdetails relating to how “Run Comp fan IDC” is used to determine theoperational conditions of the air conditioning condenser fan. This isvaried to maximize system performance while minimizing energyconsumption.

Now referring to FIG. 38 , there is shown a schematic representation ofdetails relating to how “Start the truck” uses various parameters todetermine if the truck engine is required to be activated.

Now referring to FIGS. 39-42 , there is shown representations of anactual implementation of portions of the present invention.

Now referring to FIG. 43 , there is shown a bucket truck of the presentinvention.

Now referring to FIGS. 44-45 , there is shown tables indicatingadditional duty cycle information.

One embodiment of the present invention includes the ability to conserveelectric power consumed by the electric motor 110 and also can reduceidle time if the presence of the operator is detected by OPS 138 and/orby a similar device inside the bucket and during time when there is noone in the cab of the vehicle and there is someone in the bucket, thenormally set cab temperature can be used upwardly for air conditioningand downwardly for heat by a preset amount, for example 20 degreesFahrenheit. This will allow for less running of the engine and lessrunning of the electric motor 110 but can then command the normaltemperature once the operator presence is detected or the operator isdetected as having exited the bucket.

Another embodiment of the present invention allows for improving theconstancy of the operation of the hydraulic bucket controls during timeswhen the vehicle engine is in transition from off to on and on to off.The pressure sensor can detect e.g. an increase of pressure generated bythe PTO pump 40 during start up and can provide a signal to thecontroller 130 which can immediately reduce the pressure generated bypump 120. This leveling or maintaining of a constant pressure results ina more constant, smooth and predictable operation of the movement of themanipulation of the bucket.

In yet another embodiment of the present invention, the use of theoutput of electric motor 110 can be shared on a prioritized basis toreduce a need for oversized or dual electric motors. It is contemplatedthat the hydraulic controls could in some instance be given a priorityover air conditioner operation to reduce the need for such oversizedelectric motors.

It is thought that the method and apparatus of the present inventionwill be understood from the foregoing description, and that it will beapparent that various changes may be made in the form, construct steps,and arrangement of the parts and steps thereof, without departing fromthe spirit and scope of the invention, or sacrificing all of theirmaterial advantages. The form herein described is merely a preferredexemplary embodiment thereof.

I claim:
 1. A method associated with an idle managed and air conditionedtruck-mounted aerial work platform, the method comprising the steps of:providing a first source of rotary power for driving a first shaft of anair conditioning compressor, where said first source of rotary power hasa first connection with an engine of a vehicle; providing a secondsource of rotary power for driving the first shaft of the airconditioning compressor on the vehicle; driving a hydraulic pressuregenerator which has a first electrical connection to a source of storedelectric energy; causing said second source of rotary power for drivingthe air conditioning compressor to drive said air conditioningcompressor when said first source of rotary power for driving the airconditioning compressor is unavailable; and said second source of rotarypower for driving said air conditioning compressor is configured toutilize said first source of rotary power for driving the airconditioning compressor, when said engine of the vehicle is running, tocharge said source of stored electric energy.
 2. The method of claim 1wherein said second source of rotary power for driving an airconditioning compressor comprises: a hydraulic pump.
 3. The method ofclaim 2 wherein said second source of rotary power for driving an airconditioning compressor further comprises a hydraulic motor.
 4. Themethod of claim 3 wherein said second source of rotary power for drivingan air conditioning compressor further comprises a first electric motor.5. The method of claim 1 wherein said second source of rotary power fordriving an air conditioning compressor comprises said first electricalconnection.
 6. A system associated with an idle managed and airconditioned vehicle-mounted, hydraulically manipulated and electricallyinsulated aerial work platform, the system comprising: a compressordrive system for providing an alternate source of rotary movement fordriving a compressor on a vehicle where a primary source of rotarymovement for driving the compressor has a first connection with a motorof the vehicle, wherein said first connection with a motor of thevehicle provides rotary movement through transmission of rotarymovement; a compressor drive system controller configured to cause saidcompressor drive system to drive said compressor when said primarysource of rotary movement is unavailable; an electric storage forproviding electric energy to said compressor drive system; a primaryhydraulic pressure generator with a primary source of driving theprimary hydraulic pressure generator has a second connection to the ofthe vehicle; and an auxiliary hydraulic pressure generator with aprimary source of driving the auxiliary hydraulic pressure generator hasa first electrical connection to a source of stored electric energy. 7.The system of claim 6 wherein said motor is an engine.
 8. The system ofclaim 7 wherein said engine is an internal combustion engine.
 9. Thesystem of claim 6 wherein said compressor is an air conditioningcompressor.
 10. The system of claim 6 wherein said electric storage is abattery.
 11. The system of claim 10 wherein said motor is an internalcombustion engine.
 12. A system associated with an idle managed and airconditioned vehicle-mounted, hydraulically manipulated and electricallyinsulated aerial work platform, the system comprising: a compressorsystem for providing an alternate source of power for a compressor on avehicle where a primary source of rotary power for driving thecompressor has a first connection with motor of the vehicle; acompressor system controller configured to cause said compressor systemto drive said compressor when said primary source of rotary power isunavailable; an electric storage device for providing electric energy tosaid compressor drive system; a first pump with a primary source ofdriving the first pump having a second connection to the motor of thevehicle; and a second pump with a primary driving source having a firstelectrical connection to a source of stored electric energy.
 13. Thesystem of claim 12 wherein said aerial work platform is truck-mounted.14. The system of claim 12 wherein said compressor is an airconditioning compressor.
 15. The system of claim 12 wherein saidelectric storage device is a battery.
 16. The system of claim 12 whereinthe first pump is a power take off (PTO) pump.
 17. The system of claim12 wherein said second pump is a hydraulic pump.
 18. The system of claim16 wherein said second pump is a hydraulic pump.
 19. A method associatedwith an idle managed and air conditioned truck-mounted, hydraulicallymanipulated and electrically insulated aerial work platform, the methodcomprising the steps of: providing an alternate source of power fordriving a compressor on a vehicle where a primary source of power fordriving the compressor has a first connection with motor of the vehicle;driving an auxiliary hydraulic pressure generator which has a firstelectrical connection to a source of stored electric energy; causingsaid alternate source of power for driving a compressor to drive saidcompressor when said primary source of power for driving the compressoris unavailable; and said alternate source of power for driving saidcompressor is configured to utilize said primary source of power fordriving the compressor, when said motor of the vehicle is turning, tocharge said source of stored electric energy.
 20. The method of claim 19wherein said motor is an engine, and said compressor is an airconditioning compressor.